JP2008168730A - Hybrid driving device and vehicle equipped with the same - Google Patents

Hybrid driving device and vehicle equipped with the same Download PDF

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Publication number
JP2008168730A
JP2008168730A JP2007002549A JP2007002549A JP2008168730A JP 2008168730 A JP2008168730 A JP 2008168730A JP 2007002549 A JP2007002549 A JP 2007002549A JP 2007002549 A JP2007002549 A JP 2007002549A JP 2008168730 A JP2008168730 A JP 2008168730A
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Japan
Prior art keywords
torque request
request value
speed
control
switching
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2007002549A
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Japanese (ja)
Other versions
JP4100446B1 (en
Inventor
Yoshitaka Suzuki
義隆 鈴木
Keiichi Murata
恵一 村田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
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Toyota Motor Corp
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Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP2007002549A priority Critical patent/JP4100446B1/en
Priority to PCT/JP2007/075419 priority patent/WO2008084753A1/en
Priority to DE112007003207.3T priority patent/DE112007003207B4/en
Priority to US12/519,664 priority patent/US8241175B2/en
Application granted granted Critical
Publication of JP4100446B1 publication Critical patent/JP4100446B1/en
Publication of JP2008168730A publication Critical patent/JP2008168730A/en
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Anticipated expiration legal-status Critical

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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    • B60L2240/00—Control parameters of input or output; Target parameters
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    • B60L2240/42—Drive Train control parameters related to electric machines
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
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    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
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    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • B60L2240/44—Drive Train control parameters related to combustion engines
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    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0666—Engine power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/105—Output torque
    • B60W2510/1055—Output torque change rate
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F16H2037/0873—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft with switching, e.g. to change ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • F16H2063/506—Signals to an engine or motor for engine torque resume after shift transition, e.g. a resume adapted to the driving style
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/42—Changing the input torque to the transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/52—Applying torque to new gears
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid driving device for controlling a power source by optimally switching a torque request value corresponding to a driving operation and a torque request value corresponding to the change of the number of revolutions relating to a shift operation from a gear ratio during selection to a gear ratio larger than the gear ratio and a vehicle equipped with the hybrid driving device. <P>SOLUTION: Switching conditions are regulated on the basis of a threshold α1 for performing switching from "power OFF control" to "power ON control" and a threshold α2 for performing switching from "power ON control" to "power OFF control". During the period of the shift operation, the thresholds α1 and α2 are changed to smaller thresholds β1 and β2 according to a shift progress level PRG. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

この発明は、複数の動力源を備えたハイブリッド駆動装置およびそれを備える車両に関し、より特定的には、特定の動力源が変速機構を介して回転出力軸に接続される構成に関する。   The present invention relates to a hybrid drive device including a plurality of power sources and a vehicle including the same, and more particularly to a configuration in which a specific power source is connected to a rotation output shaft via a speed change mechanism.

複数の動力源の動力を車輪に伝達する経路の少なくとも一部が共通化されるとともに、複数の動力源のうちの所定の動力源から出力される動力を車輪に伝達する経路に、２つの回転部材の間の動力伝達状態を変更する動力状態制御装置が設けられているハイブリッド駆動装置が特開２００２−２２５５７８号公報（特許文献１）に開示されている。   At least a part of the path for transmitting the power of the plurality of power sources to the wheels is shared, and two rotations are provided in the path for transmitting the power output from a predetermined power source among the plurality of power sources to the wheels. Japanese Unexamined Patent Application Publication No. 2002-225578 (Patent Document 1) discloses a hybrid drive device provided with a power state control device for changing a power transmission state between members.

このハイブリッド駆動装置では、所定の動力源の動力を車輪に伝達するにあたり、２つの回転部材の間の動力の伝達状態を変更する場合でも、所定の動力源以外の動力源の動力が車輪に伝達され、車輪に伝達されるトルクの低下が抑制される。   In this hybrid drive device, when transmitting the power of the predetermined power source to the wheel, the power of the power source other than the predetermined power source is transmitted to the wheel even when the power transmission state between the two rotating members is changed. Thus, a decrease in torque transmitted to the wheels is suppressed.

このような動力状態制御装置として複数の変速比を選択的に形成可能な変速機構を採用することにより、所定の動力源から出力されるトルクを増減させて、車輪に伝達することが可能となる。特開２００２−２２５５７８号公報（特許文献１）の図６には、車速に応じて、低速段（ロー）と高速段（ハイ）との２段階に変速比を切替えることができる構成が開示されている。
特開２００２−２２５５７８号公報 By adopting a speed change mechanism capable of selectively forming a plurality of gear ratios as such a power state control device, it is possible to increase or decrease the torque output from a predetermined power source and transmit it to the wheels. . FIG. 6 of Japanese Patent Application Laid-Open No. 2002-225578 (Patent Document 1) discloses a configuration in which the gear ratio can be switched between two steps of a low speed (low) and a high speed (high) depending on the vehicle speed. ing.
JP 2002-225578 A

上述のようなハイブリッド駆動装置において、高速段から低速段への変速動作を行なう場合には、当該変速機構に接続された動力源の回転数を低速段に対応する回転数と略一致するまで上昇させた状態で係合動作を行なう、いわゆる「クラッチ・トゥ・クラッチ」が実行される。   In the hybrid drive apparatus as described above, when performing a shift operation from the high speed stage to the low speed stage, the rotational speed of the power source connected to the transmission mechanism is increased until it substantially matches the rotational speed corresponding to the low speed stage. A so-called “clutch-to-clutch” is performed in which the engaging operation is performed in the engaged state.

そのため、高速段から低速段への変速動作時、すなわち選択中の変速比から当該変速比よりも大きな変速比への変速時には、動力源からの出力を増大して回転数を上昇させる必要がある。このような動力源の出力制御は、変速動作を司る変速制御系によって実行される。   Therefore, at the time of shifting operation from the high speed stage to the low speed stage, that is, at the time of shifting from the selected gear ratio to a gear ratio larger than the gear ratio, it is necessary to increase the output from the power source and increase the rotational speed. . Such output control of the power source is executed by a shift control system that controls the shift operation.

一方、運転操作（たとえば、アクセル操作）によって、より大きな車両駆動力が要求されると、当該動力源の出力も増大させる必要がある。通常、このような運転操作に応じた動力源の出力制御は、変速制御系とは別に設けられた車両走行を司る走行制御系で実行される。   On the other hand, when a larger vehicle driving force is required by a driving operation (for example, an accelerator operation), it is necessary to increase the output of the power source. Usually, the output control of the power source according to such driving operation is executed by a travel control system that manages vehicle travel provided separately from the shift control system.

このように、高速段から低速段への変速動作時には、２つの制御系が互いに独立して動作可能であるため、これらの制御系についての最適な切替方法を見出すことが従来からの課題であった。すなわち、走行制御系を優先的に選択すると、動力源の回転数を迅速に上昇させることができずに変速動作が遅延するという問題が生じる一方、変速制御系を優先的に選択すると、運転操作に対する車両挙動の応答性が低下したりするといった問題が生じる。また、変速制御系と走行制御系との間の切替タイミングで、動力源の出力トルクが急激に変化して乗員がショックを感じるという問題も生じる。   Thus, since the two control systems can operate independently of each other during the shift operation from the high speed stage to the low speed stage, it has been a conventional problem to find an optimal switching method for these control systems. It was. That is, if the travel control system is preferentially selected, the rotational speed of the power source cannot be increased quickly, and the speed change operation is delayed. On the other hand, if the speed control system is preferentially selected, the driving operation There arises a problem that the responsiveness of the vehicle behavior to the vehicle decreases. In addition, there is a problem that the output torque of the power source changes suddenly at the switching timing between the speed change control system and the travel control system, and the passenger feels a shock.

この発明は、このような問題点を解決するためになされたものであって、その目的は、選択中の変速比から当該変速比よりも大きな変速比への変速動作において、運転操作に応じたトルク要求値と変速動作に係る回転数変化に応じたトルク要求値とを最適に切替えて、動力源を制御することのできるハイブリッド駆動装置およびそれを備える車両を提供することである。   The present invention has been made to solve such a problem, and the object thereof is to respond to a driving operation in a shift operation from a selected gear ratio to a gear ratio larger than the gear ratio. It is an object of the present invention to provide a hybrid drive apparatus capable of controlling a power source by optimally switching between a torque request value and a torque request value corresponding to a change in the rotational speed related to a speed change operation, and a vehicle including the hybrid drive apparatus.

この発明のある局面に従うハイブリッド駆動装置は、第１動力源からの出力の全部または一部が伝達される回転出力軸と、複数の摩擦係合装置の係合および解放の組合せによって、複数の変速比を選択的に形成する変速機構と、変速機構を介して回転出力軸と接続される第２動力源と、運転操作に応じて第２動力源に対する第１トルク要求値を生成する第１生成手段と、変速動作に係る回転数変化に応じて第２動力源に対する第２トルク要求値を生成する第２生成手段と、第１変速比から第１変速比よりも大きな第２変速比への変速動作の期間中に、第１トルク要求値に基づく切替条件に従って第１トルク要求値および第２トルク要求値のいずれか一方を選択する切替手段と、切替手段によって選択されたトルク要求値に従って第２動力源を制御する制御手段と、変速動作の進行に伴って、第１トルク要求値の選択がより容易に行なわれるように切替条件を緩和する条件緩和手段とを備える。   A hybrid drive device according to an aspect of the present invention has a plurality of speed changes by combining a rotation output shaft to which all or a part of the output from the first power source is transmitted and engagement and release of the plurality of friction engagement devices. A speed change mechanism that selectively forms a ratio, a second power source that is connected to the rotation output shaft via the speed change mechanism, and a first generation that generates a first torque request value for the second power source in accordance with a driving operation Means, a second generating means for generating a second torque request value for the second power source in response to a change in the rotational speed related to the speed change operation, and a change from the first speed ratio to a second speed ratio larger than the first speed ratio. Switching means for selecting one of the first torque request value and the second torque request value according to the switching condition based on the first torque request value during the shift operation period, and the first according to the torque request value selected by the switching means. 2 power sources Gosuru and a control unit, with the progress of the shift operation, and a condition relaxing means for selecting the first torque request value to relax the switching conditions as more easily performed.

この局面に従う発明によれば、第２動力源の回転数を上昇させる必要が最も高い変速動作の開始時には、変速動作に係る回転数変化に応じた第２トルク要求値に従って、第２動力源が制御されるように切替条件が設定される。一方で、変速動作の進行に伴って、第２動力源の回転数を上昇させる必要性が低くなると、運転操作に応じた第１トルク要求値の選択がより容易に行なわれるように切替条件が緩和される。これにより、第２動力源の回転数を確実に上昇させて変速動作の遅延を抑制できるとともに、運転操作に対する車両挙動の応答性を維持することもできる。よって、運転操作に応じたトルク要求値と変速動作に係る回転数変化に応じたトルク要求値とを最適に切替えることができる。   According to the invention in accordance with this aspect, at the start of the speed change operation that requires the highest rotational speed of the second power source, the second power source is in accordance with the second torque request value corresponding to the speed change related to the speed change operation. A switching condition is set to be controlled. On the other hand, when the necessity for increasing the rotational speed of the second power source is reduced as the speed change operation proceeds, the switching condition is set so that the selection of the first torque request value according to the driving operation can be performed more easily. Alleviated. Thereby, the rotation speed of the second power source can be reliably increased to suppress the delay of the speed change operation, and the responsiveness of the vehicle behavior to the driving operation can be maintained. Therefore, it is possible to optimally switch the torque request value according to the driving operation and the torque request value according to the rotation speed change related to the speed change operation.

好ましくは、条件緩和手段は、変速動作の進行度に応じて切替条件の緩和量を決定する。   Preferably, the condition relaxing means determines the amount of relaxation of the switching condition according to the progress of the speed change operation.

さらに好ましくは、変速動作の進行度は、第２変速比に応じた目標回転数に対する第２動力源の回転数の到達度によって算出される。   More preferably, the degree of progress of the speed change operation is calculated by the degree of arrival of the rotational speed of the second power source with respect to the target rotational speed corresponding to the second speed ratio.

また、好ましくは、条件緩和手段は、第２動力源の回転数の増加速度が大きいほど、切替条件の緩和タイミングを相対的に早くする。   Further, preferably, the condition relaxation means relatively earlier the relaxation timing of the switching condition as the increase speed of the rotation speed of the second power source is larger.

好ましくは、切替条件は、第１トルク要求値と比較されるしきい値を含み、制御手段は、第１トルク要求値がしきい値を超えると、第１トルク要求値を選択するように構成され、条件緩和手段は、しきい値を変速動作の開始時の値よりも小さな値に変更することで切替条件を緩和する。   Preferably, the switching condition includes a threshold value to be compared with the first torque request value, and the control means is configured to select the first torque request value when the first torque request value exceeds the threshold value. The condition relaxing means relaxes the switching condition by changing the threshold value to a value smaller than the value at the start of the speed change operation.

さらに好ましくは、しきい値は、第１トルク要求値から第２トルク要求値へ選択を切替えるための第１しきい値と、第２トルク要求値から第１トルク要求値へ選択を切替えるための第２しきい値とを含み、条件緩和手段は、第１および第２しきい値を変速動作の開始時のそれぞれの値よりも小さな値に変更することで切替条件を緩和する。   More preferably, the threshold value is a first threshold value for switching selection from the first torque request value to the second torque request value, and for switching selection from the second torque request value to the first torque request value. The condition relaxation means relaxes the switching condition by changing the first and second threshold values to values smaller than the respective values at the start of the shifting operation.

また好ましくは、第１生成手段は、運転操作に応じて第２動力源のトルクを増大させるときに、他の区間より増加率が小さい区間を含むように第１トルク要求値を増加させる。   Preferably, the first generating means increases the first torque request value so as to include a section having a smaller increase rate than the other sections when increasing the torque of the second power source in accordance with the driving operation.

好ましくは、第１動力源は、内燃機関からなり、第２動力源は、回転電機からなる。
この発明の別の局面に従えば、上述のいずれかのハイブリッド駆動装置を備える車両である。 Preferably, the first power source is an internal combustion engine, and the second power source is a rotating electric machine.
According to another aspect of the present invention, a vehicle including any one of the hybrid drive devices described above.

この発明によれば、選択中の変速比から当該変速比よりも大きな変速比への変速動作において、運転操作に応じたトルク要求値と変速動作に係る回転数変化に応じたトルク要求値とを最適に切替えて、動力源を制御することのできるハイブリッド駆動装置およびそれを備える車両を実現できる。   According to the present invention, in the shift operation from the selected gear ratio to a gear ratio larger than the gear ratio, the torque request value according to the driving operation and the torque request value according to the rotational speed change related to the gear shift operation are obtained. A hybrid drive device that can be optimally switched to control a power source and a vehicle including the hybrid drive device can be realized.

この発明の実施の形態について、図面を参照しながら詳細に説明する。なお、図中の同一または相当部分については、同一符号を付してその説明は繰返さない。   Embodiments of the present invention will be described in detail with reference to the drawings. Note that the same or corresponding parts in the drawings are denoted by the same reference numerals and description thereof will not be repeated.

（ハイブリッド駆動装置の構成）
図１は、この発明の実施の形態に従うハイブリッド駆動装置１の概略構成図である。 (Configuration of hybrid drive unit)
FIG. 1 is a schematic configuration diagram of a hybrid drive device 1 according to an embodiment of the present invention.

図１を参照して、この発明の実施の形態に従うハイブリッド駆動装置１は、「第１動力源」に相当するエンジン１６と、トランスアスクル２と、回転出力軸６と、デファレンシャルギヤ８と、駆動輪１０とを備える。   Referring to FIG. 1, hybrid drive device 1 according to the embodiment of the present invention includes an engine 16 corresponding to a “first power source”, a transaxle 2, a rotation output shaft 6, a differential gear 8, and a drive. A wheel 10.

エンジン１６の出力トルクは、トランスアスクル２を介して回転出力軸６に伝達され、その回転出力軸６からデファレンシャルギヤ８を介して駆動輪１０にトルクが伝達されるように構成されている。一方、トランスアスクル２では、エンジン１６の出力トルクの一部を受取って発電が行なわれるとともに、走行のための駆動力を回転出力軸６に付加する力行制御あるいはエネルギを回収する回生制御が可能である。   The output torque of the engine 16 is transmitted to the rotation output shaft 6 via the trans-askle 2, and the torque is transmitted from the rotation output shaft 6 to the drive wheels 10 via the differential gear 8. On the other hand, the transformer ASKUL 2 receives a part of the output torque of the engine 16 to generate electric power, and can perform power running control for adding driving force for traveling to the rotary output shaft 6 or regenerative control for recovering energy. is there.

エンジン１６は、ガソリンエンジンやディーゼルエンジンなどの燃料を燃焼させて動力を出力する公知の動力装置であって、スロットル開度（吸気量）や燃料供給量、点火時期などの運転状態が電気的に制御されるように構成されている。このような制御は、たとえばマイクロコンピュータを主体とするエンジン１６用の電子制御装置（Ｅ−ＥＣＵ）２６によって行なわれる。   The engine 16 is a known power unit that outputs power by burning fuel such as a gasoline engine or a diesel engine. The engine 16 is electrically operated in terms of throttle opening (intake amount), fuel supply amount, ignition timing, and the like. It is configured to be controlled. Such control is performed by an electronic control unit (E-ECU) 26 for the engine 16 mainly composed of a microcomputer, for example.

トランスアスクル２は、遊星歯車機構２０と、第１モータジェネレータ１８と、「第２動力源」に相当する第２モータジェネレータ１２と、変速機構１４とを主体として構成されている。ここで、第２モータジェネレータ１２は、変速機構１４を介して回転出力軸６と機械的に接続されている。これにより、第２モータジェネレータ１２と回転出力軸６との間で伝達するトルクが、変速機構１４で形成される変速比に応じて増減可能となる。   The transaxle 2 is mainly composed of a planetary gear mechanism 20, a first motor generator 18, a second motor generator 12 corresponding to a “second power source”, and a transmission mechanism 14. Here, the second motor generator 12 is mechanically connected to the rotation output shaft 6 via the speed change mechanism 14. Thereby, the torque transmitted between the second motor generator 12 and the rotation output shaft 6 can be increased or decreased according to the speed ratio formed by the speed change mechanism 14.

遊星歯車機構２０は、エンジン１６、第１モータジェネレータ１８および回転出力軸６の間でトルクを合成もしくは分配する。すなわち、遊星歯車機構２０は、「出力合成機構」および「出力分配機構」のいずれにもなる。より詳細には、遊星歯車機構２０は、外歯歯車であるサンギヤ２０ａと、そのサンギヤ２０ａに対して同心円上に配置された内歯歯車であるリングギヤ２０ｂと、これらサンギヤ２０ａおよびリングギヤ２０ｂに噛合っているピニオンギヤを自転かつ公転自在に保持しているキャリア２０ｃとを３つの回転要素として作動作用を生じる公知の歯車機構である。エンジン１６の出力軸（ここでは、クランク軸）１６ａがダンパ１６ｂを介して、キャリア２０ｃに連結されている。すなわちキャリア２０ｃは、遊星歯車機構２０の入力要素となっている。   The planetary gear mechanism 20 synthesizes or distributes torque among the engine 16, the first motor generator 18, and the rotation output shaft 6. That is, the planetary gear mechanism 20 is both an “output combining mechanism” and an “output distribution mechanism”. More specifically, the planetary gear mechanism 20 meshes with a sun gear 20a that is an external gear, a ring gear 20b that is an internal gear disposed concentrically with the sun gear 20a, and the sun gear 20a and the ring gear 20b. This is a known gear mechanism that generates an action by using the carrier 20c that holds the pinion gear that rotates and revolves as three rotating elements. An output shaft (here, a crankshaft) 16a of the engine 16 is coupled to the carrier 20c via a damper 16b. That is, the carrier 20 c is an input element of the planetary gear mechanism 20.

これに対して、サンギヤ２０ａには第１モータジェネレータ１８が連結されている。したがって、サンギヤ２０ａがいわゆる反力要素となっており、リングギヤ２０ｂが出力要素となっている。そして、リングギヤ２０ｂが出力部材としての回転出力軸６に連結されている。   On the other hand, the first motor generator 18 is connected to the sun gear 20a. Accordingly, the sun gear 20a is a so-called reaction force element, and the ring gear 20b is an output element. And the ring gear 20b is connected with the rotation output shaft 6 as an output member.

なお、出力軸１６ａの回転状態（エンジン回転数ＮＥ）は、Ｅ−ＥＣＵ２６が回転数センサ１６ｃによって検出しており、さらに、回転出力軸６の回転状態（出力軸回転数ＮＯＵＴ）もＥ−ＥＣＵ２６が回転数センサ６ａによって検出している。   The rotational state of the output shaft 16a (engine rotational speed NE) is detected by the E-ECU 26 by the rotational speed sensor 16c. Further, the rotational state of the rotational output shaft 6 (output shaft rotational speed NOUT) is also detected by the E-ECU 26. Is detected by the rotation speed sensor 6a.

第１モータジェネレータ１８（以下、ＭＧ１とも記載する）は、たとえば同期回転電機で構成され、電動機としての機能および発電機としての機能の両方を生じ得るように構成されて、パワーコントロールユニット２２を介してバッテリなどの蓄電装置（ＢＡＴ）２４と電気的に接続されている。そして、パワーコントロールユニット２２の第１インバータ（ＩＮＶ１）２２ａを制御することにより、第１モータジェネレータ１８の出力トルク（力行トルクあるいは回生トルク）が適宜設定できるようになっている。その設定を行なうために、マイクロコンピュータを主体とするモータジェネレータ制御用の電子制御装置（ＭＧ−ＥＣＵ）２８が設けられている。   The first motor generator 18 (hereinafter also referred to as MG1) is constituted by, for example, a synchronous rotating electric machine, and is configured to generate both a function as an electric motor and a function as a generator, via the power control unit 22. Are electrically connected to a power storage device (BAT) 24 such as a battery. By controlling the first inverter (INV1) 22a of the power control unit 22, the output torque (power running torque or regenerative torque) of the first motor generator 18 can be set as appropriate. In order to perform the setting, an electronic control unit (MG-ECU) 28 for controlling the motor generator mainly including a microcomputer is provided.

なお、本実施の形態では、第１モータジェネレータ１８に対して回生トルクが生じるように設定されるので、第１モータジェネレータ１８は発電機として機能する。また、第１モータジェネレータ１８の回転状態（ＭＧ１回転数ＭＲＮ１）は、ＭＧ−ＥＣＵ２８が回転数センサ１８ａによって検出している。   In the present embodiment, since the regenerative torque is set to be generated with respect to the first motor generator 18, the first motor generator 18 functions as a generator. Further, the rotation state (MG1 rotation number MRN1) of the first motor generator 18 is detected by the MG-ECU 28 by the rotation number sensor 18a.

一方、第２モータジェネレータ（以下、ＭＧ２とも記載する）１２も、たとえば同期回転電機で構成され、電動機としての機能および発電機としての機能の両方を生じ得るように構成されて、パワーコントロールユニット２２を介して蓄電装置２４と電気的に接続されている。そして、ＭＧ−ＥＣＵ２８がパワーコントロールユニット２２の第２インバータ（ＩＮＶ２）２２ｂを制御することにより、トルクを出力する力行動作およびエネルギを回収する回生動作の選択、ならびにそれぞれの場合における出力トルクが適宜設定される。また、第２モータジェネレータ１２の回転状態（ＭＧ２回転数ＭＲＮ２）は、ＭＧ−ＥＣＵ２８が回転数センサ１２ａによって検出している。   On the other hand, the second motor generator (hereinafter also referred to as MG2) 12 is also composed of, for example, a synchronous rotating electric machine, and is configured to generate both a function as an electric motor and a function as a generator. Is electrically connected to the power storage device 24. Then, when the MG-ECU 28 controls the second inverter (INV2) 22b of the power control unit 22, selection of the power running operation for outputting torque and the regenerative operation for recovering energy, and the output torque in each case are appropriately set. Is done. Further, the rotation state (MG2 rotation speed MRN2) of the second motor generator 12 is detected by the MG-ECU 28 by the rotation speed sensor 12a.

なお、パワーコントロールユニット２２は、インバータ２２ａ，２２ｂに加えて、蓄電装置２４からの電力を昇圧してインバータ２２ａ，２２ｂへ供給するための昇圧コンバータ（ＣＯＮＶ）２２ｃをさらに含む。ＭＧ−ＥＣＵ２８は、この昇圧コンバータ２２ｃについても制御する。   Power control unit 22 further includes a boost converter (CONV) 22c for boosting power from power storage device 24 and supplying it to inverters 22a and 22b, in addition to inverters 22a and 22b. The MG-ECU 28 also controls the boost converter 22c.

変速機構１４は、複数の摩擦係合装置の係合および解放の組合せによって、複数の変速比（本実施の形態では、一例として低速段Ｌｏおよび高速段Ｈｉの２段階）を選択的に形成可能に構成されている。この変速機構１４を適宜に設計することで、低速段Ｌｏの変速比が「１」より大きな値となるように構成することができる。このような構成によって、第２モータジェネレータ１２がトルクを出力する力行時に、第２モータジェネレータ１２の出力トルクを増大させて回転出力軸６に伝達できるので、第２モータジェネレータ１２を低容量化もしくは小型化することができる。   The speed change mechanism 14 can selectively form a plurality of speed ratios (in this embodiment, two stages of a low speed Lo and a high speed Hi as an example) by a combination of engagement and release of a plurality of friction engagement devices. It is configured. By appropriately designing the speed change mechanism 14, the speed ratio of the low speed stage Lo can be configured to be a value larger than “1”. With such a configuration, when the second motor generator 12 outputs a torque, the output torque of the second motor generator 12 can be increased and transmitted to the rotary output shaft 6, so that the capacity of the second motor generator 12 can be reduced or It can be downsized.

一方で、第２モータジェネレータ１２の運転効率を良好な状態に維持することが好ましいので、たとえば車速の増加に従って回転出力軸６の回転数が増大した場合には、より小さな変速比の高速段Ｈｉを設定して、第２モータジェネレータ１２の回転数を低下させる。さらに、回転出力軸６の回転数が低下した場合には、低速段Ｌｏが再度設定される場合もある。   On the other hand, since it is preferable to maintain the operating efficiency of the second motor generator 12 in a good state, for example, when the rotational speed of the rotary output shaft 6 increases as the vehicle speed increases, the high speed stage Hi with a smaller gear ratio. Is set to decrease the rotational speed of the second motor generator 12. Furthermore, when the rotation speed of the rotation output shaft 6 decreases, the low speed stage Lo may be set again.

なお、ここで言う「変速比」とは、第２モータジェネレータ１２から変速機構１４へ伝達される回転数を、変速機構１４から回転出力軸６へ伝達される対応の出力回転数で割った値である。すなわち、変速比が「１」より大きければ、第２モータジェネレータ１２の回転数より低速、かつより大きなトルクが回転出力軸６へ伝達される。   The “transmission ratio” referred to here is a value obtained by dividing the rotational speed transmitted from the second motor generator 12 to the transmission mechanism 14 by the corresponding output rotational speed transmitted from the transmission mechanism 14 to the rotation output shaft 6. It is. In other words, if the gear ratio is greater than “1”, a torque that is lower than the rotation speed of the second motor generator 12 and greater than that is transmitted to the rotation output shaft 6.

より具体的には、変速機構１４は、１組のラビニョ型遊星歯車機構によって構成されている。すなわち、変速機構１４には、それぞれ外歯歯車である第１サンギヤ１４ａおよび第２サンギヤ１４ｂが設けられており、その第１サンギヤ１４ａにショートピニオン１４ｃが噛合するとともに、そのショートピニオン１４ｃがこれより軸長の長いロングピニオン１４ｄに噛合している。ロングピニオン１４ｄは、さらに、各サンギヤ１４ａ，１４ｂと同心円上に配置されたリングギヤ１４ｅに噛合している。なお、各ピニオン１４ｃ，１４ｄは、キャリア１４ｆによって自転自在かつ公転自在に保持されている。また、第２サンギヤ１４ｂは、ロングピニオン１４ｄに噛合している。したがって、第１サンギヤ１４ａおよびリングギヤ１４ｅは、各ピニオン１４ｃ，１４ｄとともにダブルピニオン型遊星歯車機構に相当する機構を構成し、また、第２サンギヤ１４ｂおよびリングギヤ１４ｅは、ロングピニオン１４ｄとともにシングルピニオン型遊星歯車機構に相当する機構を構成している。   More specifically, the transmission mechanism 14 is configured by a set of Ravigneaux planetary gear mechanisms. That is, the transmission mechanism 14 is provided with a first sun gear 14a and a second sun gear 14b, which are external gears, respectively, and the short pinion 14c is engaged with the first sun gear 14a, and the short pinion 14c is thereby engaged. It meshes with a long pinion 14d having a long shaft length. The long pinion 14d further meshes with a ring gear 14e disposed concentrically with the sun gears 14a and 14b. Each pinion 14c, 14d is held by a carrier 14f so that it can rotate and revolve. The second sun gear 14b meshes with the long pinion 14d. Accordingly, the first sun gear 14a and the ring gear 14e together with the pinions 14c and 14d constitute a mechanism corresponding to a double pinion type planetary gear mechanism, and the second sun gear 14b and the ring gear 14e together with the long pinion 14d are single pinion type planetary planets. A mechanism corresponding to the gear mechanism is configured.

そして、第１サンギヤ１４ａを選択的に固定する第１ブレーキＢ１と、リングギヤ１４ｅを選択的に固定する第２ブレーキＢ２とが設けられている。これらのブレーキＢ１，Ｂ２は、摩擦によって係合力を生じる摩擦係合装置であり、多板形式の係合装置あるいはバンド式の係合装置を採用することができる。そして、これらのブレーキＢ１，Ｂ２は、代表的には油圧による係合力に応じて、そのトルク容量が連続的に変化するように構成されている。   A first brake B1 for selectively fixing the first sun gear 14a and a second brake B2 for selectively fixing the ring gear 14e are provided. These brakes B1 and B2 are friction engagement devices that generate an engagement force by friction, and a multi-plate type engagement device or a band type engagement device can be adopted. These brakes B1 and B2 are typically configured such that their torque capacities change continuously according to the engagement force by hydraulic pressure.

さらに、第２サンギヤ１４ｂに第２モータジェネレータ１２が連結され、またキャリア１４ｆが回転出力軸６に連結されている。したがって、変速機構１４では、第２サンギヤ１４ｂが入力要素であり、キャリア１４ｆが出力要素となっている。第１ブレーキＢ１を係合させ、第２ブレーキＢ２を解放することにより、高速段Ｈｉが設定され、第１ブレーキＢ１を解放し、第２ブレーキＢ２を係合させることにより、より変速比の大きな低速段Ｌｏが設定されるように構成されている。   Furthermore, the second motor generator 12 is connected to the second sun gear 14 b, and the carrier 14 f is connected to the rotation output shaft 6. Therefore, in the speed change mechanism 14, the second sun gear 14b is an input element, and the carrier 14f is an output element. By engaging the first brake B1 and releasing the second brake B2, the high speed stage Hi is set, and by releasing the first brake B1 and engaging the second brake B2, the gear ratio is larger. The low speed stage Lo is set.

各変速段間での変速動作は、車速、トルク要求値およびアクセル開度などの走行状態に基づいて実行される。より具体的には、変速段領域を予めマップ（変速線図）として定めておき、検出された走行状態に応じていずれかの変速段を適宜設定するように制御される。その制御を行なうためのマイクロコンピュータを主体とした変速制御用の電子制御装置（Ｔ−ＥＣＵ）３０が設けられている。   The speed change operation between the respective speed stages is executed based on the traveling state such as the vehicle speed, the torque request value, and the accelerator opening. More specifically, the shift speed region is determined in advance as a map (shift diagram), and control is performed so as to appropriately set one of the shift speeds according to the detected traveling state. An electronic control unit (T-ECU) 30 for shifting control, which is mainly composed of a microcomputer for performing the control, is provided.

また、全体として最適な運転効率となるように、アクセルペダル開度センサ３６からのアクセル開度を含む、各種センサからの運転操作および走行状況の情報に応じて、エンジン１６、第１モータジェネレータ１８および第２モータジェネレータ１２の各々に対するトルク要求値や回転数などを最適に配分するためのマイクロコンピュータを主体とした電子制御装置（ＨＶ−ＥＣＵ）３４が設けられている。   Further, the engine 16 and the first motor generator 18 are selected in accordance with information on driving operations and running conditions from various sensors including the accelerator opening from the accelerator pedal opening sensor 36 so that the overall driving efficiency is achieved. Further, an electronic control unit (HV-ECU) 34 mainly including a microcomputer for optimally distributing a torque request value, a rotational speed and the like to each of the second motor generators 12 is provided.

また、各電子制御装置２６，２８，３０，３４は、それぞれが相互にデータを通信できるように通信リンク３２を介して相互接続され、連係して制御処理を実行する。   The electronic control devices 26, 28, 30, and 34 are interconnected via a communication link 32 so that they can communicate data with each other, and execute control processing in cooperation with each other.

本実施の形態では、一例として、ＨＶ−ＥＣＵ３４が運転操作に応じた「走行制御トルク要求値」を生成し、Ｔ−ＥＣＵ３０が変速動作に係る回転数変化に応じた「変速制御トルク要求値」を生成する。そして、変速動作の期間中には、「変速制御トルク要求値」に基づく切替条件に従って、「走行制御トルク要求値」および「変速制御トルク要求値」のいずれか一方が有効化され、この有効化されたトルク要求値に従って、ＭＧ−ＥＣＵ２８が第２モータジェネレータ１２の出力トルクを制御する。   In the present embodiment, as an example, the HV-ECU 34 generates a “travel control torque request value” corresponding to the driving operation, and the T-ECU 30 “change control torque request value” corresponding to the change in the rotational speed related to the shift operation. Is generated. During the shift operation period, either the “travel control torque request value” or the “shift control torque request value” is validated according to the switching condition based on the “shift control torque request value”. The MG-ECU 28 controls the output torque of the second motor generator 12 according to the torque request value.

図２は、エンジン１６、第１モータジェネレータ１８および第２モータジェネレータ１２の間の共線図である。   FIG. 2 is a collinear diagram among the engine 16, the first motor generator 18, and the second motor generator 12.

図２（ａ）には、遊星歯車機構２０についての共線図が示される。図１および図２（ａ）を参照して、キャリア２０ｃに入力されるエンジン１６の出力トルクに対して、第１モータジェネレータ１８による反力トルクをサンギヤ２０ａに入力すると、出力要素となっているリングギヤ２０ｂにはエンジン１６から入力されたトルクより小さいトルクが現われる。そのため、エンジン１６の出力トルクの一部は、第１モータジェネレータ１８に分配されるとともに、残部は回転出力軸６に分配される。そして、第１モータジェネレータ１８は、この分配されたトルクを受けて発電機として機能する。   FIG. 2A shows a collinear diagram for the planetary gear mechanism 20. Referring to FIGS. 1 and 2 (a), when the reaction torque generated by first motor generator 18 is input to sun gear 20a with respect to the output torque of engine 16 input to carrier 20c, an output element is obtained. A torque smaller than the torque input from the engine 16 appears in the ring gear 20b. Therefore, a part of the output torque of the engine 16 is distributed to the first motor generator 18 and the remaining part is distributed to the rotary output shaft 6. The first motor generator 18 receives this distributed torque and functions as a generator.

また、第１モータジェネレータ１８の回転数（ＭＧ１回転数ＭＲＮ１）、エンジン１６の回転数（エンジン回転数ＮＥ）、およびリングギヤ２０ｂの回転数（出力軸回転数ＮＯＵＴ）は、遊星歯車機構２０の各要素間の歯数比に応じて定められる直線上に配置される。そのため、リングギヤ２０ｂの回転数（ＮＯＵＴ）を一定とした場合、第１モータジェネレータ１８の回転数（ＭＲＮ１）を適宜に変化させることにより、エンジン１６の回転数（ＮＥ）を連続的（無段階）に変化させることができる。すなわち、第１モータジェネレータ１８の回転数を制御することによって、エンジン１６をたとえば最も効率のよい回転数領域で運転することができる。   Further, the rotational speed of the first motor generator 18 (MG1 rotational speed MRN1), the rotational speed of the engine 16 (engine rotational speed NE), and the rotational speed of the ring gear 20b (output shaft rotational speed NOUT) are determined for each planetary gear mechanism 20. It arrange | positions on the straight line defined according to the number-of-teeth ratio between elements. Therefore, when the rotation speed (NOUT) of the ring gear 20b is constant, the rotation speed (NE) of the engine 16 is continuously (stepless) by appropriately changing the rotation speed (MRN1) of the first motor generator 18. Can be changed. That is, by controlling the rotation speed of the first motor generator 18, the engine 16 can be operated, for example, in the most efficient rotation speed region.

図２（ｂ）には、変速機構１４に含まれるラビニョ型遊星歯車機構についての共線図が示される。図１および図２（ｂ）を参照して、第２ブレーキＢ２の係合によってリングギヤ１４ｅを固定すると、低速段Ｌｏが設定される。これに対して、第１ブレーキＢ１の係合によって第１サンギヤ１４ａを固定すると、低速段Ｌｏより変速比の小さい高速段Ｈｉが設定される。   FIG. 2B shows a collinear diagram for the Ravigneaux planetary gear mechanism included in the transmission mechanism 14. Referring to FIGS. 1 and 2B, when ring gear 14e is fixed by engagement of second brake B2, low speed stage Lo is set. On the other hand, when the first sun gear 14a is fixed by the engagement of the first brake B1, the high speed stage Hi having a lower speed ratio than the low speed stage Lo is set.

低速段Ｌｏの設定時には、第２モータジェネレータ１２の出力トルクは、変速比に応じて増幅されて回転出力軸６に付加される。一方、高速段Ｈｉの設定時には、第２モータジェネレータ１２の出力したトルクは、低速段Ｌｏに比較してより小さい増大率で増幅されて回転出力軸６に付加される。なお、回転出力軸６に付加されるトルクは、第２モータジェネレータ１２が駆動状態（力行時）では正トルクとなり、被駆動状態（回生時）では負トルクとなる。   When the low speed stage Lo is set, the output torque of the second motor generator 12 is amplified according to the gear ratio and added to the rotation output shaft 6. On the other hand, when the high speed stage Hi is set, the torque output from the second motor generator 12 is amplified at a smaller increase rate than the low speed stage Lo and added to the rotary output shaft 6. The torque applied to the rotation output shaft 6 is a positive torque when the second motor generator 12 is in a driving state (during power running), and is a negative torque when the second motor generator 12 is in a driven state (during regeneration).

また、第２モータジェネレータ１２の回転数（ＭＧ２回転数ＭＲＮ２）およびリングギヤ２０ｂの回転数（出力軸回転数ＮＯＵＴ）は、各変速段Ｌｏ，Ｈｉにおいて、変速機構１４を構成する各要素間の歯数比に応じて定められる直線上にそれぞれ配置される。そのため、キャリア１４ｆの回転数（出力軸回転数ＮＯＵＴ）を一定とした場合、高速段Ｈｉが設定されたときの第２モータジェネレータ１２の回転数は、高速段回転数ＮＨＧとなる一方、低速段Ｌｏが設定されると、低速段回転数ＮＬＧまで上昇する。   Further, the rotation speed of the second motor generator 12 (MG2 rotation speed MRN2) and the rotation speed of the ring gear 20b (output shaft rotation speed NOUT) are determined by the teeth between the elements constituting the transmission mechanism 14 at the respective shift speeds Lo and Hi. They are arranged on straight lines determined according to the number ratio. Therefore, when the rotation speed of the carrier 14f (output shaft rotation speed NOUT) is constant, the rotation speed of the second motor generator 12 when the high speed stage Hi is set becomes the high speed stage rotation speed NHG, while the low speed stage When Lo is set, the speed is increased to the low speed rotation speed NLG.

図１に示すハイブリッド駆動装置１は、エンジン１６を可及的に高効率で運転して排ガス量を低減すると同時に燃費を向上させる。また、モータジェネレータによるエネルギ回生を行なうことにより、この点でも燃費を改善できる。したがって、大きい駆動力が要求されている場合には、エンジン１６の出力トルクを回転出力軸６に伝達している状態で、第２モータジェネレータ１２を駆動してそのトルクを回転出力軸６に付加する。その場合、低車速の状態では変速機構１４を低速段Ｌｏに設定して付加するトルクを大きくし、その後、車速が増大した場合には、変速機構１４を高速段Ｈｉに設定して、第２モータジェネレータ１２の回転数を低下させる。これは、第２モータジェネレータ１２の駆動効率を良好な状態に維持して燃費の悪化を防止するためである。   The hybrid drive device 1 shown in FIG. 1 operates the engine 16 as efficiently as possible to reduce the amount of exhaust gas and at the same time improve fuel efficiency. Further, by performing energy regeneration by the motor generator, fuel efficiency can be improved in this respect. Therefore, when a large driving force is required, the second motor generator 12 is driven and the torque is applied to the rotation output shaft 6 while the output torque of the engine 16 is transmitted to the rotation output shaft 6. To do. In this case, in the low vehicle speed state, the transmission mechanism 14 is set to the low speed stage Lo to increase the torque to be applied. Thereafter, when the vehicle speed increases, the transmission mechanism 14 is set to the high speed stage Hi and the second speed is set. The rotational speed of the motor generator 12 is reduced. This is to prevent the deterioration of fuel consumption by maintaining the driving efficiency of the second motor generator 12 in a good state.

その一方で、所定の車速で走行している状態でブレーキ操作が行なわれると、第２モータジェネレータ１２を被駆動状態にしてエネルギ回生を行なう。そして、車速が減少した場合には、高速段Ｈｉから低速段Ｌｏへの変速動作が生じる。   On the other hand, when a braking operation is performed while traveling at a predetermined vehicle speed, the second motor generator 12 is driven to perform energy regeneration. When the vehicle speed decreases, a shift operation from the high speed stage Hi to the low speed stage Lo occurs.

（先行例に従う高速段Ｈｉから低速段Ｌｏへの変速動作）
このような高速段Ｈｉから低速段Ｌｏへの変速動作における第２モータジェネレータ１２の出力トルク制御について以下に説明する。まず、「変速制御トルク要求値」と一定のしきい値との比較（切替条件）に基づいて、「走行制御トルク要求値」と「変速制御トルク要求値」との間の切替えを行なう先行例について例示する。なお、以下では、「走行制御トルク要求値」が有効化されている制御モードを「パワーＯＮ制御」とも称し、「変速制御トルク要求値」が有効化されている制御モードを「パワーＯＦＦ制御」とも称する。 (Speed change operation from high speed Hi to low speed Lo according to the preceding example)
The output torque control of the second motor generator 12 in the shifting operation from the high speed Hi to the low speed Lo will be described below. First, a prior example in which switching between “travel control torque request value” and “shift control torque request value” is performed based on a comparison (switching condition) between the “shift control torque request value” and a certain threshold value. It illustrates about. Hereinafter, the control mode in which the “travel control torque request value” is validated is also referred to as “power ON control”, and the control mode in which the “shift control torque request value” is validated is “power OFF control”. Also called.

図３は、先行例に従う高速段から低速段への変速動作を示すタイミングチャートである。図３（ａ）は、ＭＧ２回転数ＭＲＮ２を示す。図３（ｂ）は、変速制御トルク要求値％ＭＧ２ＴＱ＊を示す。図３（ｃ）は、アクセル開度を示す。図３（ｄ）は、走行制御トルク要求値＃ＭＧ２ＴＱ＊を示す。図３（ｅ）は、ＭＧ２の出力トルクを示す。 FIG. 3 is a timing chart showing the shift operation from the high speed stage to the low speed stage according to the preceding example. FIG. 3A shows the MG2 rotational speed MRN2. FIG. 3B shows the shift control torque request value% MG2TQ * . FIG. 3C shows the accelerator opening. FIG. 3D shows the travel control torque request value # MG2TQ * . FIG. 3E shows the output torque of MG2.

図３に示す変速動作の期間中においては、走行制御トルク要求値＃ＭＧ２ＴＱ＊がしきい値α１（固定値）を超えると、「パワーＯＦＦ制御」から「パワーＯＮ制御」に切替わるように構成されている。 During the speed change operation shown in FIG. 3, when the travel control torque request value # MG2TQ * exceeds the threshold value α1 (fixed value), the “power OFF control” is switched to the “power ON control”. Has been.

車両走行中にその車速が減少して高速段Ｈｉから低速段Ｌｏへの変速条件が成立すると、変速要求が発せられて変速動作が開始する（時刻ｔ１）。まず、ＭＧ２回転数ＭＲＮ２を低速段Ｌｏに応じた目標回転数（低速段回転数ＮＬＧ）まで上昇させるために、図３（ｂ）に示すように、変速制御トルク要求値％ＭＧ２ＴＱ＊は増大し始める（時刻ｔ２）。一方、運転者がアクセルペダルを操作（踏込み）していなければ、図３（ｃ）に示すように、アクセル開度はゼロ値を維持するので、図３（ｄ）に示すように、走行制御トルク要求値＃ＭＧ２ＴＱ＊もゼロ値に維持される。その結果、「パワーＯＦＦ制御」が選択されて、図３（ｅ）に示すように、ＭＧ２出力トルクは変速制御トルク要求値％ＭＧ２ＴＱ＊に従って増加していく。そして、変速制御トルク要求値％ＭＧ２ＴＱ＊は所定値まで増加した後、その値を保持する（図３（ｂ）の時刻ｔ２〜ｔ３）。 When the vehicle speed decreases while the vehicle is traveling and the speed change condition from the high speed Hi to the low speed Lo is satisfied, a speed change request is issued and the speed change operation starts (time t1). First, in order to increase the MG2 rotational speed MRN2 to the target rotational speed (low speed stage rotational speed NLG) corresponding to the low speed stage Lo, the shift control torque request value% MG2TQ * increases as shown in FIG. Start (time t2). On the other hand, if the driver does not operate (depress) the accelerator pedal, as shown in FIG. 3 (c), the accelerator opening is maintained at a zero value. Therefore, as shown in FIG. Torque request value # MG2TQ * is also maintained at a zero value. As a result, “power OFF control” is selected, and the MG2 output torque increases according to the shift control torque request value% MG2TQ * as shown in FIG. Then, after the shift control torque request value% MG2TQ * increases to a predetermined value, the value is held (time t2 to t3 in FIG. 3B).

変速制御トルク要求値％ＭＧ２ＴＱ＊のこのような変化によって、ＭＧ２回転数ＭＲＮ２は、低速段回転数ＮＬＧから高速段回転数ＮＨＧまで上昇する。このように、ＭＧ２回転数ＭＲＮ２を高速段回転数ＮＨＧから低速段回転数ＮＬＧまで上昇させる期間を「イナーシャ相」とも称す。変速制御トルク要求値％ＭＧ２ＴＱ＊は、このイナーシャ相において、ＭＧ２回転数ＭＲＮ２を低速段回転数ＮＬＧまで確実に引き上げることを保証するためのトルク要求値である。すなわち、運転者によるアクセルペダル操作がなされずに、走行制御トルク要求値＃ＭＧ２ＴＱ＊がしきい値α１より小さければ、ＭＧ２出力トルクを確保するために、変速制御トルク要求値％ＭＧ２ＴＱ＊が用いられる。これにより、運転操作の有無によって、変速動作に要する時間が長くなることを回避できる。このように、変速制御トルク要求値％ＭＧ２ＴＱ＊は、変速動作に係る回転数変化に応じたトルク要求値である。 Due to such a change in the shift control torque request value% MG2TQ * , the MG2 rotation speed MRN2 increases from the low speed rotation speed NLG to the high speed rotation speed NHG. Thus, the period during which the MG2 rotational speed MRN2 is increased from the high speed stage rotational speed NHG to the low speed stage rotational speed NLG is also referred to as “inertia phase”. Shift control torque request value% MG2TQ * is a torque request value for ensuring that MG2 rotation speed MRN2 is reliably increased to low speed rotation speed NLG in this inertia phase. That is, if the driver does not operate the accelerator pedal and travel control torque request value # MG2TQ * is smaller than threshold value α1, shift control torque request value% MG2TQ * is used to secure MG2 output torque. . Accordingly, it is possible to avoid an increase in the time required for the shift operation depending on the presence or absence of the driving operation. Thus, the shift control torque request value% MG2TQ * is a torque request value corresponding to a change in the rotational speed related to the shift operation.

その後、図３（ａ）に示すようにＭＧ２回転数ＭＲＮ２が低速段回転数ＮＬＧを超過すると（時刻ｔ３）、図３（ｂ）に示すように変速制御トルク要求値％ＭＧ２ＴＱ＊は所定値以下に減少する。これは、ブレーキ係合時のショックを低減するためのものであり、「トルクダウン」とも称される。この変速制御トルク要求値％ＭＧ２ＴＱ＊の減少に従って、図３（ｅ）に示すように、ＭＧ２出力トルクも減少する。 Thereafter, when the MG2 rotational speed MRN2 exceeds the low speed rotational speed NLG as shown in FIG. 3A (time t3), the shift control torque request value% MG2TQ * is equal to or less than a predetermined value as shown in FIG. To decrease. This is to reduce a shock when the brake is engaged, and is also referred to as “torque down”. As the shift control torque request value% MG2TQ * decreases, the MG2 output torque also decreases as shown in FIG.

そして、ＭＧ２回転数ＭＲＮ２と低速段回転数ＮＬＧとの偏差が所定範囲内である状態が一定時間継続すると、係合判定がなされて、低速段Ｌｏを実現するブレーキが係合され、変速動作が終了する（時刻ｔ６）。   Then, when the state where the deviation between the MG2 rotational speed MRN2 and the low speed stage rotational speed NLG is within a predetermined range continues for a certain time, the engagement determination is made, the brake realizing the low speed stage Lo is engaged, and the speed change operation is performed. End (time t6).

ここで、時刻ｔ４において、図３（ｃ）に示すように運転者によるアクセルペダル操作がなされると、アクセル開度の増大に応じて、図３（ｄ）に示すように走行制御トルク要求値＃ＭＧ２ＴＱ＊が増加を開始する。そして、走行制御トルク要求値＃ＭＧ２ＴＱ＊がしきい値α１を超えると（時刻ｔ５）、「パワーＯＦＦ制御」から「パワーＯＮ制御」に切替わる。すると、時刻ｔ５以降のＭＧ２出力トルクは、走行制御トルク要求値＃ＭＧ２ＴＱ＊に応じた値まで変化する。 Here, at time t4, when the driver operates the accelerator pedal as shown in FIG. 3C, the travel control torque request value as shown in FIG. # MG2TQ * starts to increase. Then, when travel control torque request value # MG2TQ * exceeds threshold value α1 (time t5), “power OFF control” is switched to “power ON control”. Then, MG2 output torque after time t5 changes to a value corresponding to travel control torque request value # MG2TQ * .

この結果、時刻ｔ５における変速制御トルク要求値％ＭＧ２ＴＱ＊と走行制御トルク要求値＃ＭＧ２ＴＱ＊との偏差分（≒しきい値α１）だけ、ＭＧ２出力トルクは急変することになる。その結果、回転出力軸６を介して駆動輪１０へ伝達される駆動トルクも急変するので、車両の乗員がショックを感じる場合がある。 As a result, the MG2 output torque changes abruptly by the deviation (≈threshold value α1) between the shift control torque request value% MG2TQ * and the travel control torque request value # MG2TQ * at time t5. As a result, the driving torque transmitted to the driving wheel 10 via the rotation output shaft 6 also changes suddenly, so that the vehicle occupant may feel a shock.

（本実施の形態に従う高速段Ｈｉから低速段Ｌｏへの変速動作）
本実施の形態に従うハイブリッド駆動装置１では、変速動作の開始時に比較して、変速動作の開始後における走行制御トルク要求値＃ＭＧ２ＴＱ＊の選択、すなわち「パワーＯＮ制御」の選択がより容易に行なわれるように、切替条件（ここでは、しきい値）を緩和する。 (Shift operation from high speed Hi to low speed Lo according to the present embodiment)
In hybrid drive device 1 according to the present embodiment, selection of travel control torque request value # MG2TQ * after the start of the shift operation, that is, the selection of “power ON control”, is easier than when the shift operation is started. As described above, the switching condition (here, the threshold value) is relaxed.

図４は、高速段Ｈｉから低速段Ｌｏへの変速動作中におけるＭＧ２回転数変化の概略を示す図である。   FIG. 4 is a diagram showing an outline of a change in the MG2 rotational speed during the shift operation from the high speed stage Hi to the low speed stage Lo.

図４を参照して、変速動作の前半部である期間αでは、ＭＧ２回転数ＭＲＮ２を確実に上昇させるだけのＭＧ２出力トルクを確保する必要があるので、走行制御トルク要求値＃ＭＧ２ＴＱ＊が比較的大きな場合に限って、「パワーＯＦＦ制御」から「パワーＯＮ制御」に切替えることが望ましい。 Referring to FIG. 4, during period α, which is the first half of the shifting operation, it is necessary to secure an MG2 output torque that can surely increase MG2 rotational speed MRN2, and therefore, traveling control torque request value # MG2TQ * is compared. It is desirable to switch from “power-off control” to “power-on control” only in a large case.

一方、期間βでは、ＭＧ２回転数ＭＲＮ２は目標とする回転数まで上昇、もしくは近接しているので、ＭＧ２回転数ＭＲＮ２を上昇させるためのＭＧ２トルクを発生させる必要性は低い。むしろ、早期に「パワーＯＦＦ制御」から「パワーＯＮ制御」に切替えて、運転操作に対する応答性を高め、運転者に「もたつき」感を与えないようにすることが望ましい。   On the other hand, in the period β, since the MG2 rotational speed MRN2 increases to or close to the target rotational speed, it is not necessary to generate the MG2 torque for increasing the MG2 rotational speed MRN2. Rather, it is desirable to switch from “power OFF control” to “power ON control” at an early stage so as to improve the responsiveness to the driving operation and not to give the driver a “feeling of stickiness”.

そこで、本実施の形態に従うハイブリッド駆動装置１では、変速動作の進行に伴って「パワーＯＦＦ制御」から「パワーＯＮ制御」への切替条件を緩和することで、変速動作の確実な実行と、運転操作に対する応答性の維持とを両立させる。さらに、図４に示すような「パワーＯＦＦ制御」から「パワーＯＮ制御」への切替時におけるＭＧ２出力トルクの急変によるショック感の発生も回避する。   Therefore, in hybrid drive device 1 according to the present embodiment, the condition for switching from “power-off control” to “power-on control” is relaxed as the speed change operation proceeds, so that the speed change operation can be reliably executed and operated. Maintains responsiveness to operation. Furthermore, the occurrence of a shock feeling due to a sudden change in the MG2 output torque at the time of switching from “power OFF control” to “power ON control” as shown in FIG. 4 is also avoided.

図５は、「パワーＯＦＦ制御」と「パワーＯＮ制御」との切替条件の詳細を示す図である。   FIG. 5 is a diagram showing details of a switching condition between “power OFF control” and “power ON control”.

図５（ａ）は、先行例に従う切替条件を示す。この図５（ａ）を参照して、「パワーＯＦＦ制御」と「パワーＯＮ制御」との間で切替動作が反復的に発生しないように、ヒステリシス特性を有する切替条件を用いることが望ましい。具体的には、「パワーＯＦＦ制御」から「パワーＯＮ制御」へ切替えるためのしきい値α１と、「パワーＯＮ制御」から「パワーＯＦＦ制御」へ切替えるためのしきい値α２とによって、切替条件が規定される。この先行例では、しきい値α１およびα２はいずれも固定値である。   FIG. 5A shows the switching condition according to the preceding example. Referring to FIG. 5A, it is desirable to use a switching condition having hysteresis characteristics so that the switching operation does not occur repeatedly between “power OFF control” and “power ON control”. Specifically, the switching condition depends on the threshold value α1 for switching from “Power OFF control” to “Power ON control” and the threshold value α2 for switching from “Power ON control” to “Power OFF control”. Is defined. In this preceding example, both the threshold values α1 and α2 are fixed values.

一方、図５（ｂ）は、本実施の形態に従う切替条件を示す。この図５（ｂ）を参照して、変速動作の開始時に設定されるしきい値α１およびα２は、変速動作の期間中において、それぞれしきい値α１およびα２より小さいしきい値β１およびβ２に向かって変更される。さらに、本実施の形態では、一例として、しきい値の変更量は変速進行度ＰＲＧに応じて決定される。   On the other hand, FIG.5 (b) shows the switching conditions according to this Embodiment. Referring to FIG. 5B, threshold values α1 and α2 set at the start of the shifting operation are set to threshold values β1 and β2, which are smaller than threshold values α1 and α2, respectively, during the shifting operation. Will be changed. Furthermore, in the present embodiment, as an example, the amount of change in the threshold value is determined according to the shift progress degree PRG.

図６は、変速進行度ＰＲＧの算出方法を説明するための図である。
図６を参照して、高速段Ｈｉから低速段Ｌｏへの変速動作における変速進行度ＰＲＧは、ＭＧ２回転数ＭＲＮ２の大きさによって規定される。具体的には、ＭＧ２回転数ＭＲＮ２が高速段回転数ＮＨＧであるときに変速進行度ＰＲＧ＝０％とされ、低速段回転数ＮＬＧであるときに変速進行度ＰＲＧ＝１００％とされる。すなわち、変速進行度ＰＲＧは、低速段Ｌｏに応じた目標回転数に対するＭＧ２回転数ＭＲＮ２の到達度であり、高速段Ｈｉから低速段Ｌｏへの変速過程の完了度合を意味する。 FIG. 6 is a diagram for explaining a method of calculating the shift progress degree PRG.
Referring to FIG. 6, the shift progress degree PRG in the shift operation from the high speed stage Hi to the low speed stage Lo is defined by the magnitude of the MG2 rotation speed MRN2. Specifically, the shift progress rate PRG = 0% when the MG2 rotational speed MRN2 is the high speed rotational speed NHG, and the shift progress speed PRG = 100% when the MG2 rotational speed MRG2 is the low speed rotational speed NLG. That is, the shift progress degree PRG is the degree of arrival of the MG2 rotation speed MRN2 with respect to the target rotation speed corresponding to the low speed stage Lo, and means the degree of completion of the shift process from the high speed stage Hi to the low speed stage Lo.

そして、変速動作の開始時（変速進行度ＰＲＧ＝０％）では、図５に示すしきい値α１，α２が設定され、変速進行度ＰＲＧが大きくなるにつれて、しきい値β１およびβ２に向かって変化する。そして、ＭＧ２回転数ＭＲＮ２の低速段回転数ＮＬＧへの到達時（変速進行度ＰＲＧ＝１００％）には、それぞれしきい値β１，β２が設定される。変速進行度ＰＲＧとしきい値の変化量との対応は線形的であってもよいし、非線形的であってもよい。一例として、変速進行度ＰＲＧが所定値（たとえば、８０％）以内であれば、しきい値α１，α２が継続的に設定される一方で、その所定値を超えた範囲（たとえば、８０〜１００％）では、変速進行度ＰＲＧが１００％のときに、しきい値β１，β２となるように、各しきい値を漸減させるようにしてもよい。   Then, at the start of the shift operation (shift progress rate PRG = 0%), threshold values α1 and α2 shown in FIG. 5 are set, and toward shift threshold values β1 and β2 as shift progress rate PRG increases. Change. When the MG2 rotational speed MRN2 reaches the low speed stage rotational speed NLG (shift progress degree PRG = 100%), threshold values β1 and β2 are set, respectively. The correspondence between the shift progress degree PRG and the amount of change in the threshold value may be linear or non-linear. As an example, if the shift progress degree PRG is within a predetermined value (for example, 80%), the threshold values α1 and α2 are continuously set, while the range exceeding the predetermined value (for example, 80 to 100). %), The threshold values may be gradually decreased so that the threshold values β1 and β2 are obtained when the shift progress rate PRG is 100%.

（制御構造）
図７は、この発明の実施の形態に従う制御構造の要部を示す機能ブロック図である。なお、図７に示す制御構造は、図１に示す電子制御装置２８，３０，３４が予め格納されたプログラムに従って各機能ブロックに対応する処理を連係して実行することで実現できる。 (Control structure)
FIG. 7 is a functional block diagram showing a main part of the control structure according to the embodiment of the present invention. The control structure shown in FIG. 7 can be realized by the electronic control devices 28, 30, and 34 shown in FIG. 1 executing the processes corresponding to the respective function blocks in accordance with a program stored in advance.

図７を参照して、本実施の形態に従う制御構造には、運転操作に応じた走行制御トルク要求値＃ＭＧ２ＴＱ＊を生成する走行制御トルク要求値生成部１０２と、変速動作に係る回転数変化に応じた変速制御トルク要求値％ＭＧ２ＴＱ＊を生成する変速制御トルク要求値生成部１００とを含む。なお、走行制御トルク要求値生成部１０２は、ＨＶ−ＥＣＵ３４によって実現され、変速制御トルク要求値生成部１００は、Ｔ−ＥＣＵ３０によって実現される。 Referring to FIG. 7, the control structure according to the present embodiment includes a travel control torque request value generation unit 102 that generates a travel control torque request value # MG2TQ * corresponding to a driving operation, and a rotational speed change related to the shift operation. A shift control torque request value generation unit 100 that generates a shift control torque request value% MG2TQ * according to Travel control torque request value generation unit 102 is realized by HV-ECU 34, and shift control torque request value generation unit 100 is realized by T-ECU 30.

走行制御トルク要求値生成部１０２は、アクセル開度、エンジン回転数ＮＥ、およびその他の制御信号などに基づいて、走行制御トルク要求値＃ＭＧ２ＴＱ＊を生成する。また、変速制御トルク要求値生成部１００は、ＭＧ２回転数ＭＲＮ２、出力軸回転数ＮＯＵＴ、およびその他の制御信号などに基づいて、変速制御トルク要求値％ＭＧ２ＴＱ＊を生成する。 Travel control torque request value generation unit 102 generates a travel control torque request value # MG2TQ * based on the accelerator opening, engine speed NE, and other control signals. Further, shift control torque request value generation unit 100 generates shift control torque request value% MG2TQ * based on MG2 rotation speed MRN2, output shaft rotation speed NOUT, and other control signals.

変速制御トルク要求値％ＭＧ２ＴＱ＊および走行制御トルク要求値＃ＭＧ２ＴＱ＊は、切替部１０４へ伝送され、切替条件部１０６からの切替信号に応じて選択される一方のトルク要求値が、ＭＧ２トルク要求値ＭＧ２ＴＱ＊として出力される。このＭＧ２トルク要求値ＭＧ２ＴＱ＊がＭＧ−ＥＣＵ２８へ伝送され、パワーコントロールユニット２２を用いてＭＧ２の出力トルクが制御される。 The shift control torque request value% MG2TQ * and the travel control torque request value # MG2TQ * are transmitted to the switching unit 104, and one of the torque request values selected according to the switching signal from the switching condition unit 106 is MG2 torque request. Output as the value MG2TQ * . This MG2 torque request value MG2TQ * is transmitted to MG-ECU 28, and the output torque of MG2 is controlled using power control unit 22.

切替条件部１０６は、走行制御トルク要求値＃ＭＧ２ＴＱ＊を切替条件変更部１０８によって設定（切替え）されるしきい値と比較し、いずれのトルク要求値を選択すべきかを指示する切替信号を切替部１０４へ出力する。 Switching condition unit 106 compares travel control torque request value # MG2TQ * with a threshold value set (switched) by switching condition changing unit 108, and switches a switching signal that indicates which torque request value should be selected. Output to the unit 104.

切替条件変更部１０８は、ＭＧ２回転数ＭＲＮ２と、高速段回転数ＮＨＧおよび低速段回転数ＮＬＧとに基づいて、変速進行度ＰＲＧを算出し、上述したような方法に従って、算出した変速進行度ＰＲＧに応じたしきい値を切替条件部１０６に設定する。   The switching condition changing unit 108 calculates the shift progress degree PRG based on the MG2 rotational speed MRN2, the high speed stage rotational speed NHG, and the low speed stage rotational speed NLG, and calculates the shift progress degree PRG calculated according to the method described above. Is set in the switching condition unit 106.

このように、変速進行度ＰＲＧに応じてしきい値を変更する場合の効果について、図８を用いて説明する。   Thus, the effect in the case of changing the threshold value according to the shift progress degree PRG will be described with reference to FIG.

図８は、この発明の実施の形態に従う高速段から低速段への変速動作を示すタイミングチャートである。なお、図８は、前述の図３に示すタイミングチャートの時刻ｔ３〜ｔ６に相当する範囲と対比できるように図示したものである。図８（ａ）は、ＭＧ２回転数ＭＲＮ２を示す。図８（ｂ）は、変速制御トルク要求値％ＭＧ２ＴＱ＊を示す。図８（ｃ）は、走行制御トルク要求値＃ＭＧ２ＴＱ＊を示す。図８（ｄ）は、先行例におけるＭＧ２の出力トルクを示す。図８（ｅ）は、本実施例におけるＭＧ２の出力トルクを示す。 FIG. 8 is a timing chart showing a shift operation from the high speed stage to the low speed stage according to the embodiment of the present invention. FIG. 8 is illustrated so that it can be compared with the range corresponding to the times t3 to t6 of the timing chart shown in FIG. FIG. 8A shows the MG2 rotational speed MRN2. FIG. 8B shows the shift control torque request value% MG2TQ * . FIG. 8C shows the travel control torque request value # MG2TQ * . FIG. 8D shows the output torque of MG2 in the preceding example. FIG. 8E shows the output torque of MG2 in this embodiment.

図８（ａ）に示すように、ＭＧ２回転数ＭＲＮ２が目標値である低速段回転数ＮＬＧに近付くと、変速進行度ＰＲＧの値が増加するので、図８（ｃ）に示すように、「パワーＯＦＦ制御」から「パワーＯＮ制御」への切替えしきい値は漸減する。そして、時刻ｔ３では、しきい値はβ１に設定される。   As shown in FIG. 8A, when the MG2 rotational speed MRN2 approaches the low speed stage rotational speed NLG that is the target value, the value of the shift progress degree PRG increases. The switching threshold value from “power OFF control” to “power ON control” gradually decreases. At time t3, the threshold value is set to β1.

その後、前述の図３（ｃ）と同様に、運転者によるアクセルペダル操作がなされると、図８（ｃ）に示すように走行制御トルク要求値＃ＭＧ２ＴＱ＊が増加を開始する。この増加過程において、走行制御トルク要求値＃ＭＧ２ＴＱ＊には、他の区間より増加率が小さい区間６０ａ，６０ｂが形成される。これらの区間６０ａ，６０ｂは、ＭＧ２出力トルクの変化によって生じるショックを軽減するためのものであり、待機制御とも称される。 Thereafter, as in FIG. 3C, when the accelerator pedal operation is performed by the driver, the travel control torque request value # MG2TQ * starts increasing as shown in FIG. 8C. In this increase process, sections 60a and 60b having a smaller increase rate than the other sections are formed in the travel control torque request value # MG2TQ * . These sections 60a and 60b are for reducing a shock caused by a change in the MG2 output torque, and are also referred to as standby control.

より詳細には、区間６０ａは、ＭＧ２の出力トルクが負（被駆動状態）から正（駆動状態）に変化する際に、デファレンシャルギヤ８（図１）を構成するギヤ間の噛合状態が変化することによるガタ打ち音を抑制するためのものである。すなわち、ＭＧ２の出力トルクが負から正に変化すると、ギヤ間に生じる応力方向が反転するので、両者の遊び分だけギヤ間の位置関係が変化し、いわゆる「ガタ打ち」を生じる。このガタ打ちを緩和するために、他の区間より増加率が小さい区間６０ａが生成される。   More specifically, in the section 60a, when the output torque of the MG2 changes from negative (driven state) to positive (driven state), the meshing state between the gears constituting the differential gear 8 (FIG. 1) changes. This is to suppress the rattling sound caused by this. That is, when the output torque of MG2 changes from negative to positive, the direction of stress generated between the gears is reversed, so that the positional relationship between the gears changes by the amount of play between them, and so-called “backlash” occurs. In order to alleviate this rattling, a section 60a having a smaller increase rate than the other sections is generated.

また、区間６０ｂは、回転出力軸６などに生じるねじれ応力を緩和するためのものである。すなわち、ＭＧ２が被駆動状態から駆動状態に変化する際に、回転出力軸６に生じるねじれ応力は反転するので、このねじれ応力の反転による急激なねじれ変化を緩和するために、他の区間より増加率が小さい区間６０ｂが生成される。   The section 60b is for relaxing torsional stress generated in the rotation output shaft 6 and the like. That is, when the MG 2 changes from the driven state to the driven state, the torsional stress generated in the rotation output shaft 6 is reversed. A section 60b having a small rate is generated.

図８（ｃ），（ｄ）に示す先行例のように、「パワーＯＦＦ制御」から「パワーＯＮ制御」への切替えしきい値をα１に固定した場合には、「パワーＯＦＦ制御」から「パワーＯＮ制御」への切替えは、時刻ｔ５ａより遅延した時刻ｔ５で行なわれるので、ＭＧ２の出力トルクは時刻ｔ５で急激に増大し、かつ上述の区間６０ａおよび６０ｂに相当するトルク特性を含まない。そのため、時刻ｔ５でショック感が発生し、上述の待機制御に係るショック軽減効果を得ることもできない。   When the switching threshold value from “power OFF control” to “power ON control” is fixed to α1 as in the preceding examples shown in FIGS. 8C and 8D, “power OFF control” to “ Since switching to “power ON control” is performed at time t5 delayed from time t5a, the output torque of MG2 increases rapidly at time t5 and does not include the torque characteristics corresponding to the above-described sections 60a and 60b. Therefore, a shock feeling is generated at time t5, and it is not possible to obtain the shock reduction effect related to the standby control described above.

一方、図８（ｃ），（ｅ）に示す本実施の形態では、時刻ｔ３において「パワーＯＦＦ制御」から「パワーＯＮ制御」への切替えしきい値はβ１に設定されているので、走行制御トルク要求値＃ＭＧ２ＴＱ＊は比較的早く切替えしきい値に到達できる（時刻ｔ５ａ）。この時刻ｔ５ａにおいて、「パワーＯＦＦ制御」から「パワーＯＮ制御」への切替えが行なわれ、ＭＧ２の出力トルクは、走行制御トルク要求値＃ＭＧ２ＴＱ＊に従って制御される。そのため、図８（ｅ）に示すように、ＭＧ２の出力トルクには、上述の区間６０ａおよび６０ｂに相当するトルク特性が含まれる。これにより、ＭＧ２の出力トルクの急激な変動を抑制できるとともに、待機制御に係るショック軽減効果を発揮することもできる。 On the other hand, in the present embodiment shown in FIGS. 8C and 8E, since the switching threshold value from “power OFF control” to “power ON control” is set to β1 at time t3, the travel control is performed. Torque request value # MG2TQ * can reach the switching threshold value relatively quickly (time t5a). At time t5a, switching from “power OFF control” to “power ON control” is performed, and the output torque of MG2 is controlled according to travel control torque request value # MG2TQ * . Therefore, as shown in FIG. 8E, the output torque of MG2 includes torque characteristics corresponding to the above-described sections 60a and 60b. Thereby, while being able to suppress the rapid fluctuation | variation of the output torque of MG2, the shock reduction effect which concerns on standby control can also be exhibited.

（処理フロー）
上述した本実施の形態に従う高速段Ｈｉから低速段Ｌｏへの変速動作に係る処理手順をまとめると、以下のようになる。 (Processing flow)
The processing procedure relating to the shift operation from the high speed Hi to the low speed Lo according to the above-described embodiment is summarized as follows.

図９は、この発明の実施の形態に従う高速段から低速段への変速動作に係る処理手順を示すフローチャートである。   FIG. 9 is a flowchart showing a processing procedure related to the shift operation from the high speed stage to the low speed stage according to the embodiment of the present invention.

図９を参照して、まず、高速段Ｈｉから低速段Ｌｏへの変速要求が発せられているか否かが判断される（ステップＳ２）。変速要求が発せられていなければ（ステップＳ２においてＮＯ）、変速要求が発せられるまでステップＳ２の処理が繰返される。   Referring to FIG. 9, it is first determined whether or not a shift request from the high speed stage Hi to the low speed stage Lo has been issued (step S2). If no shift request has been issued (NO in step S2), the process in step S2 is repeated until a shift request is issued.

変速要求が発せられると（ステップＳ２においてＹＥＳ）、上昇させるべきＭＧ２回転数ＭＲＮ２に応じて、変速制御トルク要求値％ＭＧ２ＴＱ＊が生成される（ステップＳ４）。また、運転操作に応じて走行制御トルク要求値＃ＭＧ２ＴＱ＊が生成される（ステップＳ６）。 When a shift request is issued (YES in step S2), shift control torque request value% MG2TQ * is generated according to MG2 rotation speed MRN2 to be increased (step S4). Further, a traveling control torque request value # MG2TQ * is generated according to the driving operation (step S6).

そして、現在のＭＧ２回転数ＭＲＮ２と、高速段回転数ＮＨＧおよび低速段回転数ＮＬＧとに基づいて、変速進行度ＰＲＧが算出され（ステップＳ８）、算出された変速進行度ＰＲＧに応じた切替しきい値（切替条件）が設定される（ステップＳ１０）。この設定された切替しきい値と走行制御トルク要求値＃ＭＧ２ＴＱ＊との比較に基づいて、走行制御トルク要求値＃ＭＧ２ＴＱ＊および変速制御トルク要求値％ＭＧ２ＴＱ＊のいずれか一方が選択され（ステップＳ１２）、この選択されたトルク要求値に従って、ＭＧ２の出力トルクが制御される（ステップＳ１４）。 Then, based on the current MG2 rotational speed MRN2, the high speed stage rotational speed NHG, and the low speed stage rotational speed NLG, the shift progress degree PRG is calculated (step S8), and switching according to the calculated shift progress degree PRG is performed. A threshold value (switching condition) is set (step S10). Based on the comparison between the set switching threshold value and the travel control torque request value # MG2TQ * , one of the travel control torque request value # MG2TQ * and the shift control torque request value% MG2TQ * is selected (step S12), the output torque of MG2 is controlled in accordance with the selected torque request value (step S14).

その後、高速段Ｈｉから低速段Ｌｏへの変速動作が終了したか否かが判断される（ステップＳ１６）。変速動作が終了していなければ（ステップＳ１６においてＮＯ）、上述のステップＳ４〜Ｓ１６が繰返される。   Thereafter, it is determined whether or not the speed change operation from the high speed stage Hi to the low speed stage Lo has been completed (step S16). If the speed change operation has not ended (NO in step S16), steps S4 to S16 described above are repeated.

変速動作が終了すると（ステップＳ１６においてＹＥＳ）、処理は終了される。なお、本処理の終了後には、ＭＧ２の出力トルクは走行制御トルク要求値＃ＭＧ２ＴＱ＊に従って制御される。 When the shifting operation is finished (YES in step S16), the process is finished. After the end of this process, the output torque of MG2 is controlled according to travel control torque request value # MG2TQ * .

（変形例）
上述した本実施の形態では、変速進行度ＰＲＧに対応付けてしきい値を変化させる構成について説明したが、変速進行度ＰＲＧに加えてＭＧ２回転数ＭＲＮ２の増加速度、もしくはＭＧ２回転数ＭＲＮ２の増加速度だけに応じて、しきい値を変更するようにしてもよい。 (Modification)
In the above-described embodiment, the configuration in which the threshold value is changed in association with the shift progress degree PRG has been described. However, in addition to the shift progress degree PRG, the increase speed of the MG2 rotational speed MRN2 or the increase of the MG2 rotational speed MRN2 You may make it change a threshold value only according to speed.

具体的には、同一の変速制御トルク要求値％ＭＧ２ＴＱ＊に従ってＭＧ２出力トルクを発生させたとしても、車両が大きく減速している場合や、高速段Ｈｉから低速段Ｌｏへの変速動作によって解放されるブレーキＢ１の引きずり抵抗が小さい場合などでは、ＭＧ２回転数ＭＲＮ２はより早く低速段回転数ＮＬＧまで上昇する。このような場合には、「パワーＯＦＦ制御」を維持する必要性は少なく、早期に「パワーＯＮ制御」に切替えることが望ましい。そこで、ＭＧ２回転数ＭＲＮ２の増加速度が大きい場合には、しきい値の低減をより早期に実行する。これにより、「パワーＯＦＦ制御」から「パワーＯＮ制御」への切替えタイミングを早くすることができる。 Specifically, even if the MG2 output torque is generated in accordance with the same shift control torque request value% MG2TQ * , it is released when the vehicle is greatly decelerated or by a shift operation from the high speed stage Hi to the low speed stage Lo. For example, when the drag resistance of the brake B1 is small, the MG2 rotational speed MRN2 increases faster to the low speed rotational speed NLG. In such a case, there is little need to maintain “power OFF control”, and it is desirable to switch to “power ON control” at an early stage. Therefore, when the increasing speed of the MG2 rotational speed MRN2 is large, the threshold value is reduced earlier. Thereby, the switching timing from “power OFF control” to “power ON control” can be advanced.

図１０は、この発明の実施の形態の変形例に従う切替条件の変化を示す模式図である。
図１０（ａ１）は、ＭＧ２回転数ＭＲＮ２の時間的変化を示す。図１０（ｂ１）は、図１０（ａ１）の場合に比較して、より大きな増加速度で変化するＭＧ２回転数ＭＲＮ２の時間的変化を示す。 FIG. 10 is a schematic diagram showing changes in switching conditions according to a modification of the embodiment of the present invention.
FIG. 10 (a1) shows the temporal change of the MG2 rotational speed MRN2. FIG. 10 (b1) shows a temporal change in the MG2 rotational speed MRN2 that changes at a larger increase speed as compared with the case of FIG. 10 (a1).

図１０（ａ２）は、図１０（ａ１）の場合における「パワーＯＦＦ制御」から「パワーＯＮ制御」への切替しきい値の時間的変化を示す。この場合には、ＭＧ２回転数ＭＲＮ２の増加に伴って、ほぼ直線的に切替しきい値が減少している。一方、図１０（ｂ２）は、図１０（ｂ１）の場合における「パワーＯＦＦ制御」から「パワーＯＮ制御」への切替しきい値の時間的変化を示す。この場合には、図１０（ａ２）の場合に比較して、切替しきい値が減少するタイミングが早く、かつ減少速度大きい。そのため、しきい値α１からしきい値β１までの低減がより早期に実行される。   FIG. 10 (a2) shows the change over time of the switching threshold value from “power OFF control” to “power ON control” in the case of FIG. 10 (a1). In this case, as the MG2 rotation speed MRN2 increases, the switching threshold value decreases almost linearly. On the other hand, FIG. 10 (b2) shows the change over time of the switching threshold value from “power OFF control” to “power ON control” in the case of FIG. 10 (b1). In this case, as compared with the case of FIG. 10 (a2), the timing at which the switching threshold decreases is earlier and the decrease rate is larger. Therefore, the reduction from the threshold value α1 to the threshold value β1 is executed earlier.

本実施の形態と本願発明との対応関係については、エンジン１６が「第１動力源」に相当し、変速機構１４が「変速機構」に相当し、第２モータジェネレータ（ＭＧ２）１２が「第２動力源」に相当する。また、変速制御トルク要求値生成部１００が「第１生成手段」を実現し、走行制御トルク要求値生成部１０２が「第２生成手段」を実現し、切替条件部１０６および切替部１０４が「切替手段」を実現し、ＭＧ−ＥＣＵが「制御手段」を実現し、切替条件部１０６が「条件緩和手段」を実現する。   Regarding the correspondence relationship between the present embodiment and the present invention, the engine 16 corresponds to the “first power source”, the transmission mechanism 14 corresponds to the “transmission mechanism”, and the second motor generator (MG2) 12 corresponds to the “first power source”. It corresponds to “2 power sources”. Further, the shift control torque request value generation unit 100 realizes a “first generation unit”, the travel control torque request value generation unit 102 realizes a “second generation unit”, and the switching condition unit 106 and the switching unit 104 include “ "Switching means" is realized, the MG-ECU realizes "control means", and the switching condition unit 106 realizes "condition relaxation means".

本実施の形態によれば、ＭＧ２回転数を上昇させる必要が高い変速動作の開始時には、大きなＭＧ２出力トルクを確保できるように、切替しきい値が相対的に高く設定され、変速制御トルク要求値がより選択され易くなる。その後、変速動作が進行し、ＭＧ２回転数を上昇させる必要性が低くなると、走行制御トルク要求値の選択がより容易に行なわれるように切替条件が緩和される。これにより、ＭＧ２回転数を確実に上昇させて変速動作の遅延を抑制できるとともに、運転操作に対する車両挙動の応答性を維持することもできる。   According to the present embodiment, at the start of a shift operation in which it is necessary to increase the MG2 rotation speed, the switching threshold is set relatively high so that a large MG2 output torque can be secured, and the shift control torque request value Becomes easier to select. After that, when the speed change operation proceeds and the necessity for increasing the MG2 rotational speed becomes low, the switching condition is relaxed so that the travel control torque request value can be selected more easily. Accordingly, it is possible to reliably increase the MG2 rotational speed to suppress the delay of the shift operation, and it is also possible to maintain the response of the vehicle behavior to the driving operation.

また、本実施の形態によれば、「パワーＯＦＦ制御」から「パワーＯＮ制御」への切替タイミングを早くできるので、走行制御トルク要求値に含まれる待機制御を確実に発揮させることができる。そのため、ＭＧ２出力トルクの増大過程で生じるショックを軽減することができる。   Further, according to the present embodiment, the switching timing from “power OFF control” to “power ON control” can be advanced, so that the standby control included in the travel control torque request value can be surely exhibited. Therefore, it is possible to reduce a shock that occurs in the process of increasing the MG2 output torque.

なお、本実施の形態では、切替条件として、走行制御トルク要求値と比較されるしきい値を用いる構成について説明したが、これに限らず、変速制御トルク要求値と走行制御トルク要求値との相対的な関係を考慮したような切替条件などを用いてもよい。   In the present embodiment, the configuration using a threshold value to be compared with the travel control torque request value as the switching condition has been described. However, the present invention is not limited to this, and the shift control torque request value and the travel control torque request value A switching condition that considers the relative relationship may be used.

また、本実施の形態では、２段階の変速比を選択的に形成可能な変速機構について例示したが、３段階以上の変速比を選択的に形成可能な変速機構を用いてもよい。このような変速機構を用いた場合にも、任意の変速比からより大きな変速比への変速動作において、同様の制御を実行可能である。   In the present embodiment, a transmission mechanism that can selectively form a two-stage gear ratio is illustrated, but a transmission mechanism that can selectively form three or more gear ratios may be used. Even when such a speed change mechanism is used, the same control can be executed in a speed change operation from an arbitrary speed change ratio to a larger speed change ratio.

今回開示された実施の形態はすべての点で例示であって制限的なものではないと考えられるべきである。本発明の範囲は、上記した説明ではなく、特許請求の範囲によって示され、特許請求の範囲と均等の意味および範囲内でのすべての変更が含まれることが意図される。   The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

この発明の実施の形態に従うハイブリッド駆動装置の概略構成図である。1 is a schematic configuration diagram of a hybrid drive device according to an embodiment of the present invention. エンジン、第１および第２モータジェネレータの間の共線図である。FIG. 3 is a collinear diagram between an engine and first and second motor generators. 先行例に従う高速段から低速段への変速動作を示すタイミングチャートである。It is a timing chart which shows the speed-change operation | movement from the high speed stage to a low speed stage according to a prior example. 高速段から低速段への変速動作中におけるＭＧ２回転数変化の概略を示す図である。It is a figure which shows the outline of MG2 rotation speed change during the speed change operation | movement from a high speed stage to a low speed stage. 「パワーＯＦＦ制御」と「パワーＯＮ制御」との切替条件の詳細を示す図である。It is a figure which shows the detail of the switching conditions of "power OFF control" and "power ON control". 変速進行度ＰＲＧの算出方法を説明するための図である。It is a figure for demonstrating the calculation method of the shift progress degree PRG. この発明の実施の形態に従う制御構造の要部を示す機能ブロック図である。It is a functional block diagram which shows the principal part of the control structure according to embodiment of this invention. この発明の実施の形態に従う高速段から低速段への変速動作を示すタイミングチャートである。6 is a timing chart showing a shift operation from a high speed stage to a low speed stage according to the embodiment of the present invention. この発明の実施の形態に従う高速段から低速段への変速動作に係る処理手順を示すフローチャートである。It is a flowchart which shows the process sequence which concerns on the speed change operation | movement from the high speed stage to the low speed stage according to embodiment of this invention. この発明の実施の形態の変形例に従う切替条件の変化を示す模式図である。It is a schematic diagram which shows the change of the switching conditions according to the modification of embodiment of this invention.

符号の説明Explanation of symbols

１ ハイブリッド駆動装置、２ トランスアスクル、６ 回転出力軸、６ａ 回転数センサ、８ デファレンシャルギヤ、１０ 駆動輪、１２ 第２モータジェネレータ（ＭＧ２）、１２ａ 回転数センサ、１４ 変速機構、１４ａ 第１サンギヤ、１４ｂ 第２サンギヤ、１４ｃ ショートピニオン、１４ｄ ロングピニオン、１４ｅ リングギヤ、１４ｆ キャリア、１６ エンジン、１６ａ 出力軸、１６ｂ ダンパ、１６ｃ 回転数センサ、１８ 第１モータジェネレータ（ＭＧ１）、１８ａ 回転数センサ、２０ａ サンギヤ、２０ｂ リングギヤ、２０ｃ キャリア、２０ 遊星歯車機構、２２ パワーコントロールユニット、２２ａ，２２ｂ インバータ、２２ｃ 昇圧コンバータ、２４ 蓄電装置、２６ 電子制御装置（Ｅ−ＥＣＵ）、２８ 電子制御装置（ＭＧ−ＥＣＵ）、３０ 電子制御装置（Ｔ−ＥＣＵ）、３４ 電子制御装置（ＨＶ−ＥＣＵ）、３２ 通信リンク、３６ アクセルペダル開度センサ、６０ａ，６０ｂ 区間、１００ 変速制御トルク要求値生成部、１０２ 走行制御トルク要求値生成部、１０４ 切替部、１０６ 切替条件部、１０８ 切替条件変更部、Ｂ１ 第１ブレーキ、Ｂ２ 第２ブレーキ。   DESCRIPTION OF SYMBOLS 1 Hybrid drive device, 2 trans-axle, 6 rotation output shaft, 6a Rotational speed sensor, 8 Differential gear, 10 Drive wheel, 12 2nd motor generator (MG2), 12a Rotational speed sensor, 14 Transmission mechanism, 14a 1st sun gear, 14b 2nd sun gear, 14c short pinion, 14d long pinion, 14e ring gear, 14f carrier, 16 engine, 16a output shaft, 16b damper, 16c speed sensor, 18 first motor generator (MG1), 18a speed sensor, 20a sun gear , 20b ring gear, 20c carrier, 20 planetary gear mechanism, 22 power control unit, 22a, 22b inverter, 22c boost converter, 24 power storage device, 26 electronic control unit (E-ECU), 28 Control device (MG-ECU), 30 electronic control device (T-ECU), 34 electronic control device (HV-ECU), 32 communication link, 36 accelerator pedal opening sensor, 60a, 60b section, 100 shift control torque request value Generation unit, 102 travel control torque request value generation unit, 104 switching unit, 106 switching condition unit, 108 switching condition changing unit, B1 first brake, B2 second brake.

Claims (9)

第１動力源からの出力の全部または一部が伝達される回転出力軸と、
複数の摩擦係合装置の係合および解放の組合せによって、複数の変速比を選択的に形成する変速機構と、
前記変速機構を介して前記回転出力軸と接続される第２動力源と、
運転操作に応じて前記第２動力源に対する第１トルク要求値を生成する第１生成手段と、
変速動作に係る回転数変化に応じて前記第２動力源に対する第２トルク要求値を生成する第２生成手段と、
第１変速比から前記第１変速比よりも大きな第２変速比への変速動作の期間中に、前記第１トルク要求値に基づく切替条件に従って前記第１トルク要求値および前記第２トルク要求値のいずれか一方を選択する切替手段と、
前記切替手段によって選択されたトルク要求値に従って前記第２動力源を制御する制御手段と、
前記変速動作の進行に伴って、前記第１トルク要求値の選択がより容易に行なわれるように前記切替条件を緩和する条件緩和手段とを備える、ハイブリッド駆動装置。 A rotary output shaft to which all or part of the output from the first power source is transmitted;
A transmission mechanism that selectively forms a plurality of transmission ratios by a combination of engagement and release of a plurality of friction engagement devices;
A second power source connected to the rotation output shaft via the speed change mechanism;
First generation means for generating a first torque request value for the second power source according to a driving operation;
Second generating means for generating a second torque request value for the second power source in accordance with a change in the rotational speed related to the speed change operation;
During the shift operation from the first speed ratio to the second speed ratio that is larger than the first speed ratio, the first torque request value and the second torque request value according to the switching condition based on the first torque request value. Switching means for selecting any one of
Control means for controlling the second power source in accordance with the torque demand value selected by the switching means;
A hybrid drive apparatus comprising: condition relaxation means for relaxing the switching condition so that the selection of the first torque request value is more easily performed as the shift operation proceeds. 前記条件緩和手段は、前記変速動作の進行度に応じて前記切替条件の緩和量を決定する、請求項１に記載のハイブリッド駆動装置。   The hybrid drive apparatus according to claim 1, wherein the condition relaxation means determines a relaxation amount of the switching condition according to a progress degree of the shift operation. 前記変速動作の進行度は、前記第２変速比に応じた目標回転数に対する前記第２動力源の回転数の到達度によって算出される、請求項２に記載のハイブリッド駆動装置。   The hybrid drive apparatus according to claim 2, wherein the progress of the speed change operation is calculated based on a degree of arrival of the rotational speed of the second power source with respect to a target rotational speed corresponding to the second speed ratio. 前記条件緩和手段は、前記第２動力源の回転数の増加速度が大きいほど、前記切替条件の緩和タイミングを相対的に早くする、請求項１〜３のいずれか１項に記載のハイブリッド駆動装置。   The hybrid drive apparatus according to any one of claims 1 to 3, wherein the condition relaxing unit relatively accelerates the relaxation timing of the switching condition as the speed of increase in the rotation speed of the second power source increases. . 前記切替条件は、前記第１トルク要求値と比較されるしきい値を含み、
前記制御手段は、前記第１トルク要求値が前記しきい値を超えると、前記第１トルク要求値を選択するように構成され、
前記条件緩和手段は、前記しきい値を前記変速動作の開始時の値よりも小さな値に変更することで前記切替条件を緩和する、請求項１〜４のいずれか１項に記載のハイブリッド駆動装置。 The switching condition includes a threshold value to be compared with the first torque request value,
The control means is configured to select the first torque request value when the first torque request value exceeds the threshold value,
The hybrid drive according to any one of claims 1 to 4, wherein the condition relaxation means relaxes the switching condition by changing the threshold value to a value smaller than a value at the start of the speed change operation. apparatus. 前記しきい値は、前記第１トルク要求値から前記第２トルク要求値へ選択を切替えるための第１しきい値と、前記第２トルク要求値から前記第１トルク要求値へ選択を切替えるための第２しきい値とを含み、
前記条件緩和手段は、前記第１および第２しきい値を前記変速動作の開始時のそれぞれの値よりも小さな値に変更することで前記切替条件を緩和する、請求項５に記載のハイブリッド駆動装置。 The threshold value is for switching a selection from the first torque request value to the second torque request value, and for switching a selection from the second torque request value to the first torque request value. And a second threshold of
6. The hybrid drive according to claim 5, wherein the condition relaxing means relaxes the switching condition by changing the first and second threshold values to values smaller than respective values at the start of the speed change operation. apparatus. 前記第１生成手段は、運転操作に応じて前記第２動力源のトルクを増大させるときに、他の区間より増加率が小さい区間を含むように前記第１トルク要求値を増加させる、請求項１〜６のいずれか１項に記載のハイブリッド駆動装置。   The said 1st production | generation means increases the said 1st torque request value so that the increase rate may be included so that an increase rate may be smaller than another area, when increasing the torque of the said 2nd power source according to driving | operation operation. The hybrid drive device according to any one of 1 to 6. 前記第１動力源は、内燃機関からなり、
前記第２動力源は、回転電機からなる、請求項１〜７のいずれか１項に記載のハイブリッド駆動装置。 The first power source comprises an internal combustion engine,
The hybrid drive apparatus according to claim 1, wherein the second power source is a rotating electric machine. 請求項１〜８のいずれか１項に記載のハイブリッド駆動装置を備える車両。   A vehicle provided with the hybrid drive device of any one of Claims 1-8.
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